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Robertson Automotive Competition Engines or RACE is in business to help you meet or exceed your high performance goals.  RACE can custom build your next racing engine no matter the venue i.e. drag racing, circle track racing, drag boats, or for the street.  We have built engines for competition in the International Hot Rod Association (IHRA) and National Hot Rod Association (NHRA) sanctioned classes such as Super Stock, Stock, Top Sportsman, heads up 10.5 classes as well as bracket racing.  Design of competition engines with Electronic Fuel Injection (EFI) or carburetor (Holley 4150, Dominator HP and Q Jet) using gasoline or alcohol (methanol) is no problem. 


Our decisions are based on sound engineering principles along with our 20+ years of engine research and engine building/tuning experience.  My formal education in mechanical engineering and environmental science fields provides the solid foundation upon which to build a specialty of high performance internal combustion engines.  Over the past decade the racing industry has exploded causing many new ideas and concepts to take shape.  Long hours and exhaustive research/testing have paid dividends toward the high performance goal.


We have refined our parts combination through the use flow bench testing of heads, intake manifolds and carburetors on a Flowlab FL520 bench.  This testing confirms intake velocities are within design specification and air flow volumes measured in cubic feet per minute (CFM) are sufficient to support the torque and horsepower goals.  We have over 40 test valves of different configurations, sizes, stem diameters, back angles and radiuses to ensure maximum air flow efficiency.  Also dynamometer testing of our engines produces a wealth of information.  Full analysis of the uncorrected and corrected torque/horsepower, volumetric efficiency (VE), brake specific fuel consumption (BSFC), brake specific air consumption (BSAC), exhaust gas temperature (EGT) and Lambda (oxygen or O2) sensors can and often does uncover hidden horsepower.  Based on the dyno results, changes can be made to fuel curves in the carburetor(s) (or EFI system), cam timing (lobe separation, lobe lift/duration and firing order), intake manifold configuration (runner length, taper angle and plenum volume), as well as header configuration (primary pipe diameter, pipe length, collector shape, collector diameter and length).  Once engine tune is complete dyno results can be used to build a torque convertor to stall at appropriate RPM and still provide lock up on the top end.  And finally our combinations are further refined through the use of on-board data acquisition or data gathering equipment in the race car.  This has allowed us to more fully understand the needs of the race car suspension and the competition engine under the hood.


We have chosen to focus on the traditional Pontiac V8 engine but have worked our creative magic on big block and small block Chevrolet, Ford, and Dodge as well as the 472 / 500 cid Cadillac.  We do look forward to working on the less known (but just as capable) Buick, Oldsmobile, and American Motors Corporation (AMC). 


Our work on the Pontiac has covered many aspects including restoration with all stock components to all out racing engines.  We are intimately familiar with the factory produced 1969 – 1970 model 400 cid Ram Air III and Ram Air IV heads/engines, the 1971-1972 455 High Output (HO) heads/engines, as well as 1973 -1974 Super Duty 455 heads/engines. We have ported many, many cast iron d port heads, round port heads and Edelbrock Performer RPM heads over the years with outstanding results. The Tiger heads  from AllPontiac, Kauffmann D ports, KRE high ports, Wenzler Series 2 and the Super Chiefs all have their specific benefits and applications.  Also we have ported numerous manifolds over the years including factory aluminum HO/RA IV, Pontiac Victor, Warrior, Doug Nash, Holley Street Dominator, Torker, Torker II and Performer RPM.  Through our research we have found creative ways to allow air to efficiently move past the many obstructions (pushrods, head bolts, water jackets, oil drain backs, valve seats, valves and chamber walls) between the carburetor and the cylinder. 


Our extensive resume includes work on the following engines…from wild to mild:

-1225 Horsepower from a Ford 632 cid big block using Ford Motorsports heads and block, sheetmetal intake a pair of Gary Williams 1250 CFM Dominators

-1095 Horsepower from a Ford 598 cid big block using Ford Motorsports block, heads and cast intake with a 1400 CFM Davinci carb.

-900 Horsepower 541 cid Pontiac using IAII block with Edelbrock wide port heads, sheetmetal intake, twin “terminator” throttle bodies from Ron’s Fuel Injection

-+850 Horsepower 541 cid Pontiac using an Indian Adventures (IA1) tall deck (11.00”) block, wide port E heads, billet crankshaft, sheetmetal intake with EFI.

-806 Horsepower 468 cid Pontiac using 428 block, #48 Ram Air III, D port heads, cast nodular iron crank #9799103, custom fabricated oil pan, ported Edelbrock Victor intake, 1050 Dominator, 2” headers.

-630 Horsepower 350 cid SBC Super Stocker: second ever campaigned NHRA legal EFI Super Stock competition engine; Car ran .9 seconds under the class index first outing.

-510 HP 565 lbs-ft torque from a 455 Pontiac with 6X heads, RA IV cam, Performer RPM, 1.75” Doug’s headers, 950 HP Holley, 9.1:1 compression. Awesome Street motor.


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